Despite its age, our ’86 T-top LX coupe arguably is the headliner in our stout lineup of project Mustangs. How can this be, you ask, when 5.0&SF’s stable of bitchin’ Ponies is also comprised of Project Vapor Trail, an F-1C ProCharged New Edge, and contributor Sharad Raldiris’ Project Shocker, just to name a few?
We still hold the T-top car on a higher plane for a couple of reasons. First, the notchback’s Fox-rod renovation kicked off our magazine’s return to the project-car scene, since the completion of Big Steve’s Real Street ’89 LX back in the day.
Second, the rare ’Stang is also held in high regard because its 860-plus rear-wheel ponies make it the undisputed horsepower leader among our current in-house ’Stangs. Veteran readers know that Dr. Jamie Meyer’s Project Mondo Stocker--an ’88 coupe--sits atop the all-time list of our thoroughbreds (with 1,300 horses at the feet). However, changes we’re making with the T-top car, should earn it a place in the elite group of street Mustangs that make more than 1,000 rwhp.
Specs and such on the coupe’s new bullet, an A.R.E. Performance & Machine-built 353, are detailed in our Mar. ’11 issue (Grand Scheme, p. 75). In the spirit of keeping you informed, the accompanying photos and captions focus on installing the updated powerplant. We’re also detailing a few of the changes that were made (and that still must be made), if our dream of eclipsing the four-digit power plateau has any chance of coming true.
While there are still several finishing items that must be handled before we put fire in the hole, we’re confident our T-top coupe will throw down a number on Extreme Automotive’s chassis dyno, that will make all of the fabricating and fitting well worth it.
Horse Sense: We feel it’s only right that we give you a status update on a project Mustang that we started a while ago, but have not made much mention of for quite some time. We’re talking about Project Boss 340--a nitrous-shot, 342-powered (8.2 deck with Cleveland-style heads) ’90 LX Pony that we’ve been building exclusively for the dragstrip. As followers of the effort know, we haven’t said anything about the ’Stang since our report on its paint and graphics. Well, the truth is, there hasn’t been much to talk about since then, as a litany of logistical issues beyond our control have put this project on hold for longer than we anticipated. We appreciate your patience with this delay--we still plan to complete Boss 340 and let you know how she performs on the quarter-mile.
Our engine install took place...
Our engine install took place at Extreme Automotive in Canoga Park, California (www.boostpros.com) on a cold, rainy day in December 2010. Rocco Acerrio and Sean "The Torch" Maciel of A.R.E. Performance & Machine delivered our present, which was fully insulated from the elements with heavy-gauge plastic.
No, the dude from Tron doesn't...
No, the dude from Tron doesn't drive a tow truck. The reflective dude you're looking at is our buddy Mario of M&M Towing Service. He's exclusive transporter of T-top coupe and other California-based Source Interlink Media project cars. While we hope to have our 'Stang moving under its own new power fairly soon, having a dependable outfit like M&M at our service is a huge help.
As a rule of thumb, projects...
As a rule of thumb, projects such as reinstalling a Mustang's drivetrain are much better served when fasteners, clamps, hoses, and so on are itemized and stored in clearly labeled plastic bags, especially when you anticipate a long timespan between removing the engine and putting it back in.
The coupe's upgraded engine...
The coupe's upgraded engine assembly is lowered between the fenders as a complete unit, with Paxton's Novi 2000 supercharger and the Vortech Mondo (Igloo) air-to-water intercooler bolted on. We knew going in that the Igloo sits pretty high above the Trick Flow R-Series lower intake manifold without using a spacer. To alleviate some of the height, and hopefully not have too much drama with fitting a hood over the assembly, we're trying Team Z Motorsports' drop engine mounts.
The solid mounts lower small-block...
The solid mounts lower small-block Ford engines by 3/4 inch, without creating driveline or exhaust-clearance issues. A tubular K-member and Flaming River rack are necessary for oil-pan clearance.
It's better that a conflict...
It's better that a conflict like this happens to us, and not to those who embark on similar efforts. For whatever reason, we encountered this clearance issue between the lower intake manifold and distributor, which prevented us from fully seating the distributor in its bore. (Note the 1/8-inch gap between the dizzy and the bore.) For the record, we've seen countless Trick Flow/MSD combinations like ours that don't have this problem, so we chalked it up to our luck, and proceeded to make the corrections you'll see in additional photos.